System of train control.



No. 823,196. PATENTED JUNE 12, 1906. A. SUNDH.

SYSTEM OF TRAIN CONTROL. APPLIGATION FILED MAR.16.1905. RENEWEDDEO.4,1905.

7 SHEETS-SHEET l.

U U [1 U U U U UUUUDUEI [I] U U U U U 1: 3 20;

WITNESSES: z

INVENTOR ATTORNEY PATENTED JUNE 12, 1906.

A. SUNDH.

SYSTEM OF TRAIN CONTROL. APPLIOATION TILED MAR.16, 1905. RENEWEDDEG,4,1905.

IWIII\I\W V vv w wh m .un

1\T0.823,196. PATENTED JUNE 12, 1906. A. SUNDH: SYSTEM OF TRAIN CONTROL.

APPLICATION FILED MAR.16. 1905. RENEWED DEC. 4. 1905.

7 SHEETS-SHEET 3.

WITNESSES:

ii @6752 BY PATENTED JUNE 12, 1906.

A. SUNDH: SYSTEM OF TRAIN CONTROL.

APPLIGATION FILED MAR.16.1905

RENEWED DEG-4,1905.

7 SHBETSSHEET l.

INVENTOR ATTORNEY No. 823,196. PATENTED JUNE 12, 1906.

A. SUNDHS SYSTEM OF TRAIN CONTROL.

APPLICATION FILBDMARJfi. 1905. RENEWED DEC. 4, 1905.

7 SHEETS-HEET 5.

ELM

I will!!! i" MW i WW4 M W WITNESSES: 5 4; INVENTOR S efififi y No.823,196. PATENTED JUNE 12, 1906. A. SUNDH. SYSTEM OF TRAIN CONTROL.

APPLICATION FILED MAR.16, 1905. RENEWED DEC. 4, 1905.

7 SHEETSSHEET 6.

42 53 35/7 86 A as WiTNESSES: r I INVENTOR fi/fi M ATTOR N EY No.823,196. PATENTED JUNE 12, 1906. A. SUNDH. SYSTEM OF TRAIN CONTROL.

APPLIGATION FILED MAR.16. 1905. RENEWED DEC. 4, 1905. 7 SHEETS SHEETINVENTOR WITNESSES:

ATTORN EY UNITED STATES PATENT oEEIoE.

Specification of Letters Patent.

Patented June 12,1906.

Application filed March 16, 1906. Renewed December 4, 1905. Serial No.290,176.

To all whom it may concern: v

Be it known that I, AUGUST SUNDH, a citizen of the United States,residing at Yonkers, in the county of Westchester and State of NewYork,'haveinvented certain new and useful Im rovements in Systems ofTrain Control, of which the following is a specification.

My invention relates to an improved system of control for electrictrains; and its object is to provide a simple and efiicient systemwhichwill overcome some of the difliculties in the systems now in use.

I will describe my invention in the following specification and pointout the novel features thereof in claims.

Like characters of reference designate correspglnding parts in all ofthe drawings, of

Figure 1 is a side elevation of parts of two railway-cars with certainparts broken away and with m invention applied thereto. Fig. 2-is a sidee evation showing a train comprising two motor-cars and an idle car ortrailer between them with my invention applied to the train. Fig. 3 is aside elevation of a masterswitch. Fig. 4 is a similar view of the sameswitch with its handles taken off and its cover removed. I Fig. 5 is aplan view of a detail of one of the masterswitches. Fig. 6 is asectional view of a master-switch, the section being taken through'theline A B of Fig. '3. Fig. 7 is an end view of my electromagneticactuating device or actuator connected to an ordi nary electriccar-controller. Fig. 8 is a side elevation, artly in section, of a partof this actuator, s owing a series of actuating magnets or solenoids;and Fig. 9 is a plan-view of the controller and its connected actuator.Fig. 10 is a vertical section of a special twopart relay, and Fig. 11 isa horizontal section of the same device. Fig. 12 shows diagrammaticallya preferred s stem of wiring for two motor-cars. Fig. 13 1s a detail ofa part ofthe actuator.

Like characters of reference designate corresponding parts in all of thefigures.

10 designates a railway-car, 11 its wheels, and 12 the track over whichit is adapted to run.

13 is a third rail or power-rail on which collector-shoes 14 run.

- 20 20 designate electric motors, which are connected by suitablegearing 16 to drive the wheels 11.

50 designates a master-switch, which com= prises a reversing-switch 51,which may be manually operated by means of a hand-lever 52, and acontrolling-switch 53, which may be manually operated by means of ahandlever 54. The hand-lever 52 of the reversin switch is rigidlyattached to a shaft 52, whic carries on it a lookin -cam 52 and aswitcharm 52. The switc -arm carries on it two insulated brushes 1 and2, which are connected together by an electrical conductor 3 and areadapted to span and to electrically connect a stationary contact 51 witheither the stationary contact 51 which they do when the parts are in theposition shown in Fig. 4, or with the stationary contact 51, which theywill do when the switch-arm is moved over to the right.

The hand-lever 54 of the controllingswitch is rigidly attached to ashaft 54*,

which extends tothe back of the masterswitch and'which carries at itsrear end a plate 54 which is rigidly attached to the shaft 54:. One endof a spiral spring 55 is attached to this plate at 55 and the other endof this spring is attached at 55 to a sleeve or collar 56, which ismounted upon and attached to another sleeve 57, so that the two movetogether. The sleeve 57 carries on it a switch-arm 57 and a cam 57 Thesemay be made integral parts of the sleeve 57, as shown in Fig. 6, ifdesired. The switch-arm carries insulated brushes 4 and 5, which areelectrically connected by means of a conductor 6. The brush 4 is adaptedto bear upon and make electrical connection with a circular contactpiece 53 and through the conductor 6 and the other brush 5 to makeelectrical connection between this circular conductor and any desiredone of a series of stationary contacts 53", 53, 53, Y

53 53*, or 53, according to the position of the switch-arm 57". Thevarious stationary contacts of the reversing-switch and of thecontrolling-switch may be mounted u on a base 58 of slate or othersuitable insu atmg material.

The inner edge of the collar 56 isrnade 1nto the form of gear-teeth 56,so that it forms a gear or pinion, which meshes with a rack 56*, to oneend of which a piston 56 is attached. This piston works in a cylinder56, which is arranged to act as a dash pot andto prevent the collar 56,sleeve 57, and switch-arm 57 from moving rapidly in one direction; but avalve 56 is provided in one end of the cylinder 56, which is arranged todestroy its retarding effect in the other direction.

The hub of the handle 54 is provided with a projecting lug54, which isadapted to engage with a similar lug 57 on the other end of the sleeve57 and is arranged to move the sleeve positively in one direction, butnot'in the other. When the hand-lever 54 is moved to the left, the lug54 will thereby be moved away from the lug 57. At the same time theplate 54. will be turned and the spring 55 tightened thereby. The springwill then have a tendency to move the collar 56 and its connected partsto the left, and this movement will take place governedby the action ofthe dash-pot 56 the dash-pot.

The switch-arm 57 will then move its brushes over the station- 'arycontacts slowly under the influence of This movement will continue untilthe lug 57 meets the lug 54. If the handlever has been moved over to itsextreme position, this will not occur until the switch-arm hascompleted'its movement and has moved its brush 5 around onto thestationary contact 53; but thehand-lever may be stopped atintermediatepositions, in which case the lugs 57 and 54 will meet when the "brush 5is on one of the other stationary contacts. Spring-locks 54 may beprovided on 'the hand-lever 54, which are adapted to em gagewithindentations in the case 58 of the -master-switch, and to therebyhold the handlever'in desired position. It will be seen then that theswitch-arm 57 may be ar' ranged to move at any desired speed withoutregard to the speed at which the operator moves the hand-lever. I

Now when it is desired to move the switcharm back to its centralposition the o erator may move the'hand-lever 54 back to t e left.

The lug 54 will then come into positive engagement with'the' lug 57 andthe hand-lever and the'sle-eve 57 will then move back together; As theretarding efiect of the dashpot 56 is destroyed by the valve 56 thismovement may be made as rapidly as desired.

It will be noticed that the cam 57, which Ihave-shown is arranged tomove in unison with the switch-arm 57*, has a depression at its upperportion. One end of a sliding bolt 59 is pressed into this depression bya spring 59 When the cam is rotated, however, its surface pushes thesliding bolt ulpward against the action of the spring 59. recess 52 isprovided in the locking-cam 52 which is in the path of the movement ofthe sliding bolt 59 when the switch-arm 52 of the reversingswitch is inthe position shown. This locks the reversing-switch, so that it cannotbe moved until the switch-arm 57 of the controllin switch has beenbrought back to its centr or stop position. When it is thus brought backto center, the depression or recess in the cam 57 B will again beopposite the end of the sliding bolt 59, and the spring 59 will move thebolt back out of locking position. Another recess 52 is provided in thelocking-cam 52 and is arranged to lock the reversing switch in a similarmanner when the switch-arm 52has been moved over to the right. Thus itwill be seen that the reversing-swit'ch cannot be operated exce t whenthe controlling-switch is inits' centra or neutral position.

In the drawings, 30 designates a special relay, which comprises twoparts 31 and 32, which maybe supported on the cars 10 by means of chains33. These relays .30 are shown somewhat in detail in Fi s. 10 'and 11.Each part comprises a series 0 electroma nets 34 34, 34, 34, 34 34 and34, eac of which has a core 36 anda winding 36 and also a series of'magnetoresponsive devices 35235 35 35, 35 35 and 35 I have lettered theelctromagnetsin one of the parts 32 of the relay 30 and theelectroresponsive devices in the other part 31, as these are the oneswhich coact, and as the two parts 31 and 32 are substantially alike thiswill lead to no misunderstanding. The magnetoresponsive devices eachcomprise an armature 37, mounted upon a rod 38, which is supported in aframe or bracket 39. This rod 38 is provided with a collar 38 betweenwhich and the bracket 39 a spring 37 is placed, which normally keeps thearmature 37 and its connected parts in the positionshown in thedrawings. A stationary contact 40 is attached to but insulated from thebracket 39. The rod 38 passes through the supporting part of thisstationary contact, but is insulated from it by an insulatingbushing, asshown. On the end of the rod' 38 which is opposite that which holds thearmature 37 a movable contact 41 is attached. This isinsulated from therod, as shown. Electrical conductors 40 and 41 are connected to thestationary contact 40 and the movable contact 41, respectively. Eachpart 31 and 32 of therelay 30, with its series of electromagnets and itsseries of magnetoresponsive devices, is inclosed in a suitable housing31 and 32, which is preferably water-tight. The two parts are soarranged thatthey may be connected together with the series ofelectromagnets in each part opposite the series of magnetoresponsivedevlcesin'the other part. When thus-connected, each electromagnet withits associated magnetoresponsive device forms an operativeunit, whichmay be called an electroresponsive device, the urpo se and function ofwhich will be pointed out later. I prefer to connect the two parts 31and 32 by springs, as'shown at 42 42, or by other yield- .to the art.

ing means, so that the two .parts may be pulled apart when desired.Conduits 42 42", arranged to carry electrical conductors to the relaymechanism, may be screwed into the housings, as shown at 42 42, and bysuch an arrangement the apparatus may be made dust-proof andwater-tight.

I will now describe my electromagnetic actuator, which is shown somewhatdetail in Figs. 7, 8, and 9. It is shown in these figures connected toan ordinary street-car motor-controller 45, which is not shown in detailin the drawings, nor is it necessary to describe it at length, as suchcontrollers are well known It contains Various switches and contactswhereby the connections of the motors 20 may be so made and changed thatthe motors may be started, stopped, reversed, or

their speed .varied at will. Such controllers are usually provided withtwo shafts 46 and 47. 46 in this case connects with the moving parts ofa reversing-switch. To this shaft I attach a gear 46 and a pointer 46The pointer serves the purpose of indicating the position of the partswithin the controller. he gear 46 is arranged .to mesh witha rack 62,which is attached to the plungers or cores 60 61 of two solenoid-magnets60 and 61. These solenoid-magnets will move the rack 62 to one side orthe other when one or the other of them is energized, and therebyattracts its core. When the rack 62 is thus moved, it will cause thegear 46, the shaft Thus the reversing-switch may be actuated by thesolenoid-magnets 60-and 61. When the solenoid magnet 61 is energized, asit through may be by causing an electric current to pass its coils, itwill attract its core 61 and the latter through its mechanicalconnections will move the reversing-switch into such position that thepointer 46 will stand, as shown in Fig. 7, over that portion of the caseof the controller which marked Ahead. In a similar manner thesolenoid-magnet will move the reversing-switch around until '1ts pointer46 will stand over the .word

of Fi 7 will show this Back.

. A ear-wheel 47 is attached to theend of the shaft 47, and apointer 47is also attached .to this shaft. A toothed segment 63 is securelyattached to an actuatlng-shaft 63 and is arranged to mesh with the gear475. .On

' the other end of the actuator-shaft 63 an arm 63 is secured, and thisarm carries a weight 63. This weight is provided for the purpose of keeing the various arts 'in'thelr oil or neutra position when t ey are notmoved some other means.

7 arts to their neutral position after they have been moved away by someother force when that other force is removed. An inspection clearly. Theweight 63 t ere has a tendency to move the shaft .63 and the segment 63to the left or and clockwise.

It therefore has a tendency to move the gear 47 A and .the shaft 47 inthe opposite direction, and therefore to hold the controller in its oflposition, as indicated .b the pointer 47*. may be provided to limit thedownward movement of this weight, and so take the strain oif of theother parts of the apparatus.

A frame 69 is provided which may be attached to the controller 45 andwhich is arranged to hold the various parts of the actuator. A series ofelectromagnets 64, 65, 66, 67, and 68 is supported in this frame.' Eachof these magnets comprises a winding, as shown at 68", and a core, asshown at 68 The upper part of each of these cores'is provided with arack, as at 68, on one side. Antifriction-rollers, such as 68, areprovided behind the rack part of each core to guide the Y 7 An adustable stop 63.

latter and to insure the racks properly meshing with toothed segments 6465 66 67 and 68 These toothed segments are loosel mounted upon the shaft63 and engage with collars 64 65 66 67 and 68 res ectively, which arerigidly attached to the s aft 63 and are so set upon the shaft that theyhold their respective toothed segments, and consequently theirrespective ma et-cores, in different relative positions. ThlS is clearlyshown in Fig. 8, where the magnet-core 64 is raised but slightly aboveits lowest osition, 65 is raised farther, and so on, until 68 which israised farther than all the .others;-

It will be understood from the previous part of the description of thisapparatus that it is the weight 63 which raises these cores and holdsthem in the positions shown in Fig. 8.

In Fig. '13 I have shown a detail of con struction to show how thecollars, such as 64 which are rigidly mounted upon the shaft 63,

engage with the toothed segments, such as 64*, which are loose on theshaft. The collar 64 has a lug 64 which extends under a similar lug 64on the toothed segment 64 It is evident then that when the In 64 israisedby the action of the weight 63 that itwill move the segment 64 andconsequently raise the core 64 a greater or less extent, according tothe position in which the collar 64 jis fastened onto the shaft 63. Itis also evident that when the core 64 is-pulled downward by themagnet 64it will through the connections just described move the shaft 63 to theright. After the shaft 63 has thus been moved by the magnet 64 there isnothing to prevent a further movement of the shaft. by some other force.

As I have described somewhat in detail the various parts of theactuator, I Wlll now describe its operation. When not in use, the

various parts stand in the positions shown in the drawings. I havealready shown how the magnets 60 and 61 may be used to actuate thereversing-switch. If an electric current is made to pass through thewinding 64 of magnet 64, the latter will become enerized and willattract its core 64 This, as has been shown, will move the shaft 63 aainst .the action of the weight 63 Thus al the other magnet-cores 65 ,6667 and 68 will be moved down as far as the core 64 moves. At the sametime throu h the toothed segment 63 and gear 47 t e'conquired number ofmagnets. Now when the current is shut off from the magnets 64, 65, 66,67 and 68 they become deenergized and no, longer attract their cores.The weight 63 then will move the controller and its connected parts backto their original position.

As I have described so much of the various apparatus which I use incarrying out I derstanding of the operation of this inven-' preferredwiring of two cars.

my invention as is necessary for a clear untion, I will now thereforedescribe its appli cationand operation. Referring to Fig. 12, andparticularly to the right-hand portion of that figure, I will trace asmany of'the circuits there shown as will enable one skilled in the artto clearly understand the operation .ofall of theapparatus and of thenovel system of train control which I have invented. This figure I havebefore stated represents a The heavy line eadjng from the power-rail 13designates one of the mains from the source of power-supply. 1 The othermain is grounded, as at 13. These mains lead to a main switch 70 andthence to the controller 45 and the motor in any one of the manywell-known ways;

Another conductor (designated by the light line 71) leads from thepositive main at the switch 7 0- to. one terminal of the magnets 60, 61,64, 65, 66, 67, and 68 of the actuator. When the reversing-switch 51 isin the position shown, with'its handle to the left, a cir-' cuit will beestablished from the positive main, through the conductor 71, the ma et60,. conductor 72, magnet 34 of the re ay,

conductor 73, contacts 51 and 51 of the reversing-switch, cut-out switch80 which is shown in its closed position, and conductor 74 to thenegative main at the switch 70. Right here I- will point out that thereis a cutout switch for each master-switchv on the train. Any desiredcut-out switches may be closed .to put their correspondingmasterswitches into operative relation with the various circuits. Two ofthem, 80 80, are shown closed, and two of them, 80 80, are

shown open. All of the reversing-switches "her of the figure.

are in their open or inoperative position ex cept the one near the upperright-hand cor- A branch circuit will also be completed through theconductor 72,

magnet 34*, conductor 73 and the other.

conductors and switches just pointed out.

This magnet 34"" and the similar magnet shown under it perform nofunction unless there is another car coniiectedat that end of the car atwhich they'are situated, so in this description I will not trace theircircuits, but will only point out that their function is similar to thatof the magnets 34, 134 34,

34 34 34 and 34 at the other end of the car. It is evident then from thecircuits just traced that when the handle 52 of the reversing-switch 51is in the position shown that circuits will be completed through themagnets 60 and 34. The magnet 60 will move the reversing-switchof the.controller 45 to the desired position. The magnet 34% of the relay'will attract the armature 37 of the magneticresponsive device and willthereby close a circuit between the contacts and 41. Thisclosing'between 40 and 41 will have the same eifect on the second car asthe closing of the reversing-switch 51 has-on the first car. To be morespecific, I will trace the various circuits, on the second car which areclosed, and thus energized, by

conductor 41 is connecte to the negative main through the cut-out switch80 and the main switch From the negative main then circuits areestablished through conductor 74, cut-out switch ,-conductor 41,contacts 41 and 40, conductor. 40, magnets 34 and 34, conductor 40,magnet 60 of the actuator and conductor 71 to the positive main at themain switch '70"; It will be seen then that the reversingswitch on thissecond car will. bemoved.

the same as that on the first car and that" energize The first of thesewill have no effect, because one of the wires of its associat'ed manetic responsive device is a dead two rela -magnets 34 and 34 will befro wire. T e other relay-magnet 34 will have no effect unless there isanother car connected to that end of the firstcar, in which case it willhave the same efiect upon such third car as the relay-magnet 34 has onthis second car. In this way any desired number of cars may be added tothe train, and

they may all be controlled from any selected master-switch. It .willalso be seen that the I amount of current which passes through. the

master-switch which is used does not increase when the number of carsthe train is increased. Consequently there need be httle or no sparkingat the contacts of the revers ing-switch.

have thus described quite fully the operation ofmy improved system andapparatus when one of the reversing-switches'is moved the contacts 40 41comin together.. The

to the left. When the latter is moved to the gized and the actuator willcause the controlers 45 to reverse the connections to the motors 20 20in a well-known way. At the same time the relay-magnet 34 and thecorresponding relay-magnets on the train will be energized.

In a similar manner when the controllingswitch 53 is moved to the leftuntil its contacts-bridge contacts 53 and 53 a circuit will be closedthrough the actuator-magnet 64 and it will be energized and cause thecontroller to be moved one step. This will have the desired effect uponthe motor 20 on that car. At the same time through relay-magnet 34" andthe other relay connections simi lar to those already described indetailthe magnets on the other actuators on the train which correspondto ma net 64 on the first car will be energized an will have a similareffect. I

When the controlling-switch arm is moved around onto contacts 5S, 53 53and 53", the actuator-magnets 65, 66, 67, and 68 will be energized,respectively, and the motor controller moved correspondingly, andthrough the relaymagnets 34 34 34 and 34 and their connections a similar0 eration will occur at the same time on tli e other cars.

This system may be applied to a train made up partly of motor-cars andpartly of idle cars or trailers, as shown in Fig. 2, and any personskilled in the art will be able to make the necessary chan es to thusapply it.

I have shown that eac motor-car is complete in itself. All wireconnections between the cars are dis ensed with. The cars may thereforebe rea ily connected together without the handling of live wires or theliability of disastrous effects due to wrong connections. It will alsobe noticed that no cur rent is transmitted from car to car and that thecurrent in the master-switch, which is .used to control the train, willremain the same regardless of the number of cars in the train. haveshown but one motor on each motorcar; but it is evident that two or moremotors'may be placed on these cars. The main motor-circuits may beconnected between p the cars, if desired. Many other modifications andalterations of this invention may be made without departing from itsspirit.

I do not wish to confine myself to the exact apparatus or electricalconnections which I have herein shown and described, as they are shownmerely to illustrate my invention,

,which is obviousy capable of many changes- .and modifications.

What I claim is I '1. In combination with two cars, electrical circuitson the cars, and a relay associating the circuits on the two car s.

2. In combination with two cars, a plurality of electrical circuits oneach of the cars, and a plurality .of electromagnetic devicesassociating the circuits.

.3. In combination with two cars, electrica circuits on the cars, arelay associating the circuits, and means for flexibly connecting therelay to the cars.

4. In combination with two connected cars adapted to carry goods orpassengers, a two-part relay between the cars.

5. In combination with two cars, a twopart relay between the cars, onepart of which is supported by one of the cars and the other part ofwhich is supported'by the other of the cars.

6. In combination with two cars, a twopart relay between the cars, onepart of which is flexibly supported by one of the cars and the otherpart of which is flexibly supported by the other of the cars;

.7. In combination with two cars, a twopart relay, one part of which ison one of the cars and the other part of which is on the other car, andmeans for uniting the two parts.

8. In combination with two cars, a twopart relay, one part of which ison one of the cars and the other part of which is on the other car, andmeans for yieldingly uniting the two parts.

9. The combination with a plurality of connected cars adapted to carrygoods or passengers, electrical circuits on the cars, and relays betweenthe cars adapted to operatively associate the circuits.

10. In combination with a plurality of cars electrical circuits on thecars, relays between the cars adapted to o eratively associate theelectrical circuits an a switch arranged to control-said circuits.

11. In combination with a plurality of cars, electrical circuits on' thecars, relays between the cars adapted to operatively associate theelectrical circuits, and switches on each car for c ontrollin theelectrical circuits.

12. In combination with'a plurality of cars, electrical circuits on thecars, relays between the cars adapted to operatively associate theelectrical circuits ,and switches on each car any one of which maybe-used for controlling the electrical circuits.

13. In combination with a plurality of connected cars, electricalcircuits on the cars, and relays. between the cars adapted tooperatively associate the electrical circuits and arran ed to rendersuch circuits inoperative should the cars become separated.

14. The combination with a cars of a motor and a contro ling-circuittherefor on each car and relays for operatively associating thecontrolling-circuits.

15. The combination with a lurality of cars of a motor and a controling-circuit therefor on some of the cars, and relays for operativelyassociating the controlling-circuits.

.16. The combination with a plurality of cars, of motors andcontrolling-circuits therefor, relays for operativelyassociating thecircuits between the cars and a switch in the controlling-circuit.

17. The combination with'a lurality of cars, of a motor and acontrolling-circuit therefor on each car, relays for operativelyassociating the controlling-circuits and a switch on each car in thecontrolling-circuit.

18. The combination with a plurality of cars, of a motor and acontrolling-circuit therefor'on each ear, relays for operativelyassociating the controlling=circuits, and

means for controlling the motors from any selected car.

19. The combination with a lurality of cars, of a motor and acontrolling-circuit therefor on each car, relays for operativelyassociating the controlling-circuits, and

. means for controlling the motor from anyse- 'cars connected in thecontrollingwircuits,

and means for rendering any desired master switch or switchesinoperative.

22. The combination with a plurality of cars of a motor and acontrolling-circuit therefor on each car, and relays for associatringthe circuits so that they will be mutually operative when the cars aretogether. j

23. The combination with a plurality of cars, of a motor and acontrolling circui't therefor on each car, and a relay on the end ofeach ear for associating the circuits so thai they will be mutuallyoperative only when the cars are together.

24. In an electric train, the combination of two or more motor-cars, oneor more cars without motors, controlling-circuits for the motors, andrelays betweenall' of the cars for operatively associating thecontrolling-circuits. p

25'. In an. electric train, the combination of two or more motor-ears,one or more cars without motors, controlling-circuits for the motors andrelays between all of the cars for operativel-y associating thecontrolling-circuits, and means for controlling the motors from aselected platform of any of the motorcars.

trical circuits on the cars; and a relay connecting the circuits on thetwo cars, said relay being inclosed by a water-tight housing.

27. In combination with two cars, a twoart relay between the cars, eachpart being mclosed 111 a water-tight housing.

28. In combination with two cars, a plu: rality of electrical circuitson the cars, and a relay, comprising a plurality of electromagnets,controlling'the circuits on the two cars.

29; In combination with two cars, a plurality of electrical circuits onthe ears, and a two-part relay between the cars, each part comprising aplurality of electromagnets and a plurality of magnetic res onsiveevices.

30. In combination wit two cars, a plurality of electrical circuits onthe cars, and a comprising a plurality of electromagneta and a plurahtyof magnetic responsive devices arranged to control the circuits on thetwo cars.

rality of electrical circuits on the cars, a two part relay between thecars, each part com luralit of'ma-gnetic responsive devices and melosein a water-tight housing, said: relay being arranged to control thecircuits on the two cars. Y 32. A plurality of cars,controlling-ciicuits tween the cars arranged to cause the controllin-circuits on the several -cars to act toget er.

s3. trolling-circuits on thecars, master-switches for said circuits andelectromagnetic relays trolling-circuits to act together.

34. A plurality of cars, independent controllin -c1rcuits on the cars,master-switches for said circuits, and electromagnetic devices betweenthe cars arranged to cause the controlling-circuits .to' be controlledtogether from. any one of the master-switches. i 35. A plurality 'ofcars, independent controlling-clrcuits on the cars, master-switches 'on'the latforms of the cars and relays between 1: e cars arranged to beactuated by any selected master-switchand by each other to control thecontrolling-circuits.

36-. The combination of two cars, a masterswitch. on each car, a relaybetween the cars, said switches and said relay each comprising c'arconnected to the master-switch on the car on which said circuits aresituated andtc the relay.

.37. The combination'oftwo cars, a master'- switch on each car, a twoartrelay-between the cars, one part of whidh is on one of the cars, and theother part of which is on the on the cars, and electromagnetic relaysbe- A plurality of cars, independent con between the cars arranged tocause the con- 26. In combination with two cars, electwo-part relaybetween the cars, each part 31. In combination with two cars, apluprising a plurality of electromagnets and a a plurality ofcircuit-closers, and a plurality I of independent controlling-circuitson each of circuit-closers, and a plurality of indepen ent circuits oneach car connected to the master-switch and to the art of the relayWhich is on the car on which said circuits are situated. 7

38. A plurality of cars, independent controlling-circuits on the cars,master-switches for said circuits, means for rendering each of saidmaster-switches operative or inoperative, and electromagnetic devicesbetween the cars arranged to cause the controllingcircuits to acttogether.

39. A plurality of cars, independent controlling-circuits on the cars,master-switches for said circuits, means for rendering each of saidmaster-switches operative or inoperative, and electromagnetic devicesbetween the cars arranged to cause the controllingcircuits to becontrolled together from any of the master-switches.

40. A plurality of cars, a direct-currentcontrol system for said carsand wireless communication between the cars for the control system, i

41. The combination with a plurality of cars, of motors, controllerstherefor, suitable electrical circuits, and relays for operativelyassociating the circuits on the several cars.

42. The combination with a plurality of cars of electric motors,controllers therefor, suitable electrical circuits, master-switches, andrelays for operatively associating the circuits on the several cars.

43. The combination with a plurality of cars of electric motors,controllers therefor, suitable electrical circuits, master-switches,means for connecting or disconnecting the master-switches with or fromthe circuits, and relays for operatively associating the circuits on theseveral cars. I

44. The combination with a plurality of cars, each car having a motor, acontroller therefor, suitable electrical circuits, and a master-switch,and relays between the cars for operatively associating the electricalcircuits.

45. The combination with a plurality of cars each of which has a motor,a controller therefor, a master-switch and suitable electricalconnections, and means comprising a relay between the cars foroperatively associating the several circuits so that all the motors maybe operated from any selected master-switch.

46. The combination with a plurality of cars each of which has a motor,a controller therefor, a master-switch and suitable electricalconnections, and means comprising a relay between the cars foroperatively associatlng the circuits so that the controllers may beactuated to start, stop or controlthe speed of all the motors from amaster-switch on any selected car.

47. The combination with a plurality of cars, of electric motors,controllers therefor, electromagnetic actuators for the controllers,

suitable electrical circuits, and relays for operatively associating thecircuits on the several cars.

48. The combination with a plurality of cars, of' electric motors,controllers therefor,

electromagnetic actuators for the controllers,

suitable electrical circuits, master-switches, and relays foroperatively associating the circuits on the several cars. 1

49. The combination with a plurality of cars, of electric motors,controllers therefor, electromagnetic actuators for the controllers,suitable electrical circuits, master-switches, means for connecting ordisconnecting the master-switches with. or from the circuits, and relaysfor operatively associating the circuits on the several cars.

50. The combination with a plurality of cars, each car having a motor, acontroller therefor, an electromagnetic actuator for the controller,suitable electrical circuits and a master-switch, and relays between thecars for operatively associating the electrical circuits.

51. The combination with a plurality of cars each of which has a motor,a controller therefor, an electromagnetic actuator for the controller, amaster-switch and suitable electrical connections, and means comprisinga relay between the cars for operatively associating the severalcircuits so that all the motors may be operated from any selectedmaster-switch.

52. The combination with a plurality of cars, each of which has a motor,a controller therefor, an electromagnetic actuator for the controller, amaster-switch and suitable electrical connections, and means comprisinga relay between the cars for operatively associatmg the circuits so thatthe controllers may be actuated to start, stop or control the speed ofall the motors from the master-switch on any-selected car.

53. The combination with a plurality of cars, each car having aplurality of motors, a controller-for the motors, an electromagneticactuator for the controller, suitable electrical circuits, and relaysbetween the cars for operatively associating the electrical circuits;

54. The combination with a plurality of cars, each car having aplurality of motors, a controller for the motors, suitable electricalcircuits, one or more master-switches, means for connecting ordisconnecting the masterswitches with or from the circuits, and relaysbetween the cars for operatively associating the electrical circuits.

55. The combination with a plurality of cars, of electric motors,electrical circuits therefor, means for reversing the motors, and relaysfor operatively associating the circuits on t e several cars.

I '56. The comhination'with a plurality of cars, of electric motors,electrical circuits therefor, electromagnetic means for reversing themotors, and relays foroperatively 'as'so ciating the circuits on theseveral cars. a

57. The combination with a plurality of cars, of electric motors,magnetically a'ctuated reversing-swit0hes therefor, suitableelectrical'circnits, a manually operated switch 'for'eontrollinthe"ci1'cuits-, an"d relays between the magneticall'y operatedreversingswitches'ari'anged to cause thein'to act simultaneousl'y.

58. The combination with a plurality'of cars, of 7 electric motors,controller therefor electromagnetic actuators for the controllers, amaster-switch, an independent reversingswitch and magnetsfor reversingthe motors, suitable electrical circuits, and'relays for, op-

--eral cars, I

-60. In a train control system motors and I controllers on some of' thecars, magnetic ac-- v dauators for the "controllers, I a master-smtch 35 or masteraswitches on one or more of the cars,

eratively associating the circuits on the sef'w I electrical circuitsand relays between the cars 7 I controllers on some of thecars,"n1ag'n'etic actuators forthe controllers, a master s'wit'ch 50 ormaster-switches on one or morejof the cars,- means in said switches forautomatically controllin the'movement of the actuators, electricalcircuits;and'relayscarried b'y the'ci'rs for "associating'the"circnits'and causing the actliatorstomove together;

63. In a, tr '-c'0n trol'systen1,'a plurality of: motors andcontrollers, electromagnetic 'a'ctllators for the controllers,electrical cir'ciiits, master-'switchesfor controlling-l theeetuatersstep by step, 'mean's'inthe actuators for 'returning the controllers toofi position tp'b'y step, and relays for positively; associating thecircuits 'onthe several cars. i r

Inwit'ness whereof I'have'hereunto' sign-e21 '65 my namei'n the presenceof 'tv'v o"s1ibscrniing witnesses. 7 r i v AUGUSTSUNDH. "Withesse six Hv f a ERNEST -W. Mfiz'siiA'iiL,

Ln wis J

